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AUTOMATIG GAR BRAKE. No. 356,622. Patented Jan. 25, 1887.

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Unirno S'rn'rns Arnni tries.

XVII/LIAM O. COOKE, OF NINV YORK, N. Y.

AUT'OMATlC CAR=BRAKE SPECL'E'ICATION forming part of Letters Patent No.356.622, dated January 25, 1887.

Application filed November 2, 1886.

To (ZZZ whom it may concern.-

Be it known that 1, WILLIAM 0. (Boone, of New York, in the county of NewYork and State of Xew York, have invented certain new and usefulImprovements in CarBrakes; and I do hereby declare that the following isa full, clear, and exact description thereof, reference being had to theaccompanying drawings, and to the letters of reference marked thereon,which form a part of this specification.

This invention relates to that class of brakes which are operatedantornaticall y by the movements of the draw-bar of the car, and moreespecially to that class of brakes or" the character referred to inwhich the brake-beams of a can truck are connected by rods andoperating-1e vers, which are actuated by the draw-bar in the rearward orinward movement of the latter, so that when the cars in atrain arebrought or forced together by the impetus of the rear cars at times whenthe speed of the engine is checked the brakes will he applied.

The invention consists in the matters hereinafter described, and pointedout in the appended claims.

In the accompanying drawings, illustrating my invention, Figure 1 is asectional elevation of a car-truck and adjacent ports of the freightcar,showing my invention applied thereto. Fig. 2 is a detail end elevationof the drawbar and adjacent parts. 7

As illustrated in the said. drawings, his the car-body; B, the draw-bar,provided with the usual draw-head, B; G, the truck; D, the wheels, and Dthe wheel-axles. The truck 0 is constructed with a main or centralcrossheani, G, which connects the horizontal side pieces of the truck inthe usual manner.

E E are the brake-beams, which are sus tained by links c from thetruck-frame, and are provided at their ends with brake-shoes F F,arranged to bear upon the wheels I) D, these parts being constructed ina familiar manner.

G is a vertical lei-'cnwhich is pivoted to the middle part of thebrake-beam, E, nearest the end of the car.

H is a second vertical lever, pivotally connected with a rod, I, whichextends horizontally through the middle part of the brake shown in Fig.2,) and the rod K is Serial No. 217,770. (X0 model.)

beam,E,ren1ote from the end of the car, and is provided at its end witha nut or collar, a, between which collar and the brake-beam E is applieda spiral spring, 1'. The lower ends of the levers G and H, which extendbelow the pivots g and h, connecting them with the brake-beam E and rodI, respectively, are connected by a rod, J, pivoted at its opposite endsto said levers. The upper end of the levcr G is connected with the maincross-bar C of the truck-frame byineans of a linked connection, hereinshown as consisting of a rod, K, provided with a loose ring or link, 7;,and the upper end of the lever H is similarly connected with the saidbeam 0 by a connectingrod, L. A loose or flexible connection between theupper end of said lever H and the rod L is preferably formed by slottingthe end of the rod to receive the lever, and inserting through theslotted end of the rod a pin, Z, to limit the outward movement of theupper end of the lever, and by placing in the lever below the slottedend of the rod a pin, b upon which the said slotted end of the rod mayrest and slide. Said lever G is preferably forked atits upper end, so asto form a slot, 9, (more clearly connected thereto by being pivotedbetween the upper ends of the fork, as clearly showninthe dran ings. Therod L is provided at its end adjacent to the lever H with a series ofholes, Z Z, through either of which may be inserted the pin Z, therebyenabling the extent of outward movement in the upper end of the lever tobe changed as desired.

M is a swinging arm or bar pivoted at one end to a depending arm orbracket, 13, upon the inner end of the draw-bar B, and provided at itsopposite end, or free end, adjacent to the end of the car-body, with ahook, m, adapted to engage the upper part of the lever G. Said hook isconveniently inserted and held in the slot 5/ of the said lever, and isconstructed to engage a beveled surface at the slot, as indicated bydotted lines in Fig. l.

N is a horizontal lever pivoted at one end to a depending bracket, N,upon the ear-body, Fig. 2-, and connected at its opposite end with achain, N which extends to the top of the car or other place convenicntofaccess for the the lower end cl" 'ing the brake-shoe F brakeman, Thelever N extends beneath the free end of theihooked bar M, and is soarranged that when the said lever N is lifted by drawing upwardly uponthe chain N the hooked end of the said bar M will be lifted and heldfree from engagement with the lever G.

"To provide means for holding the lever N in its lifted position, it maybe conveniently connected, as shown in Fig. 2, with a verticallyslidingbar, N held by staples or guides at n upon the upper part of the endwallof the car, said bar being provided with a handle, of, at its upperend and with a hook,'n, at one of its sides, adapted to engage thestaple it when thechain is drawn upwardly and the lever N is in itselevated position.

The lever H is extended somewhat above its point of pivotal connectionwith the rod L, and to the upper end of said lever is attached a chain,0, which extends from. the lever to the adjacent end of. the car-body,where it is wrapped about the lower end of the vertical rotating shaft1? of a hand-brake, said shaft being shown as extended to the top of thecar and provided with the usual brake-wheel.

The operation of the parts above described is as follows: XVhen the hookon of the bar M is engaged with the lever G, a rearward or inwardmovement of the draw-bar, caused by the rear cars of the train crowdingor pressing forward upon the cars in front of them when the engine ischecked, will operate to carry the upper end of said lever inwardly,thereby pressagainst the wheel D, and at the same time, by drawing uponthe rod J, to carry the lower end of the lever H toward the end of thecar, and thereby actuate the brake-shoe F, the upper end of said lever Hin this operation being held from outward movement by the pin Z in theslotted end of the rod L, said pin Z in this case acting as the fulcrumof the lever. In the movement of the lever Gin the manner described, therod K will obviously be shortened or allowed to slack, owing to themovement of the upper end of the said lever G toward the cross-bars O ofthe truck, the link being employed to permit such shortening of the rod.

For operating the brake by hand,the brakerod 1? is turned in the usualmanner to wind up the chain 0 and thereby draw the upper end of thelever H toward the end of the car. In this operation the brake-shoes Fand F will be applied in the same manner as before described. The rod Kin this case serves as a pivotal support for the upper end of the leverG, and the upper end of the lever H slides in the upper end of the rod Las the upper end of the lever His carried toward the center of thetruck-frame.

The hooked end m ofthe bar M may be arranged to engage the lever G atthe time the draw-bar is in its normal position, so that as soon as thedraw-bar is thrust inwardly by,

pressure thereon the lever will be moved and the brakes applied. Iprefer, however, to so said lever, as shown in Fig. 1. When the partsare thus constructed,the said hook will i not become, engaged with thelever until the draw-bar has been carried slightly forward by thetension thereon caused in starting the train, so thatwhen the tension isre laxed thele ver G will be moved slightly to i take up all of the lostmotion in the several connected parts. By this means, as soon as anycompression takes place sufficient to thrust the draw-bar slightlybackward from its normal position, the brakes will be immediatelyapplied. By the use of the chain N and the lever N the hooked end m ofthe bar M' will be held free from the lever G, so as to prevent theoperation of the device when it is desired to apply the brakes solely byhand in backing the train, or when for other reasons it is desired toprevent the automatic setting of the brakes.

The spring I, applied between the rod land the brake-beam E, is for thepurpose of preventing an excessive strain upon the parts when thedraw-bar is thrust inwardly a greater distance than is necessary forapplying the brakes, strength or stiffness to transmit the maximumamount of pressure required in the operation of the brakes. By theemployment of the spring I the draw-bar may i be thrust backwardly whenthe hook m is engaged with the lever G without throwing undue strainupon the parts,

even when the brake-shoes have been previously set against the wheels byhand, it being entirely obvious that the actuation-of the lever G insuch case will merely serve to increase the pressure thrown upon thebrake-beams until the spring 1 yields to allow the movement of the partsby the actuation of the said lever G in the manner described.

Automatic brakes of the character above described and herein shown have.beenmade heretofore, in which the brake-beams at opposite ends of thetruck have been actuated by means of a device comprising two verti-- callevers pivoted between their ends, one to each of said beams, and aconnecting-rod joining the lower ends of said levers. said levers wereconnected at their upper ends, one with the draw-bar. and the other withthe hand-actuating device, in the same manner as inthe brake hereinshown; but any parts corresponding in construction and function with lthe links or rods K and Lwere absent. In said prior device the upper endof that one of the brake-levers which is connected withthehand-actuating device is obviously held from said spring beingmade ofsufficient The IIO

movement by its connection with the said.

hand--actuating device when. the brakes are applied automatically by theaction of the draw-bar, so that said connection forms the center ofmotion of fulcrum of the said lever at such time, and, similarly, afulcrum for the upper end of the lever adjacent to the drawbar isafforded by the devices connecting it with the draw-bar when the handactuating devices are used.

In a brake device embodying the main features of my invention the upperend of the brake-lever, which is immediately acted on by the draw-bar,is connected with the car or truck frame by means (such as the linkedrod K described) adapted to hold the said upper end of the lever fromoutward movement in applying the brakes by hand, while at the same timeallowing the necessary inward movement of the lever under the action ofthe drawbar. By this construction the hand-brake is rendered independentof the automatic devices actuated by the draw-bar when the saidautomatic devices are not in operation.

In a device embodying my invention, furthermore, the break-leverconnected with the handactuating devices is also preferably connectedwith the car or truck frame by a connection similar to that abovedescribed, (shown in the drawings as consisting of a slotted rod, L1,)whereby the upper end of the saidlever is held froni'joutwurd movementwhen the other lever is acted upon by the draw-bar, one advantage gainedby this construction being that the automatic actuating devices arethereby maintained in position for operation without reference to theposition of the hand-brake.

I claim as my invention 1. The combination, with a yielding drawbar andthe brake-beams, of two vertical levers severally pivoted to saidbrake-beams, a connect-ing'rod joining the lower ends of said levers,means detachably connecting the upper end of one of said levers with thedraw-bar, a hand brake device connected with the upper end of the otheror" said levers, and a sliding i connection between the upper end of lor loose one of said levers and the car or truck frame, constructed toallow an inward movement of the upper end of said lever while operatingto limit the outward movement of said upper end of the lever, therebyforming a fulcrum for said lever when pressure for actuating the brakesis applied to the lever at the opposite end of the truck, substantiallyas described.

2. The combination, with a yielding drawbar and the brake-beams, of twovertical levers severally pivoted to said brake-beams, a connecting-rodjoining the lower ends of said levers,n1eans end of one of said leverswith the draw-bar, a hand brake device connected with the other of saidlevers and loose or sliding connections joining the upper parts of bothof said levers with the car or truck frame, whereby the automatic andhand brake devices are adapted for independent operation, substantiallyas described.

3, The combination, with a yielding drawbar and bralze beanis, avertical lever, G, pivoted to one of said beams, a rod joining the lowerend of said lever with the other of said beams, a bar pivoted to thedraw-bar and provided at its free end with ahook adapted for engagementwith the said lever Gr, a horizontal lever, N, pivoted at one end to thecar-frame and engaging the free end of said hooked bar, and amovablesupporting device connected with the said lever N and extending toapoint on the car convenient for the operator, sub. stantiall y asdescribed.

In testimony that I claim the foregoing as my invention I affix mysignature in presence of two witnesses.

WILLIAM O. CQOKE.

Vitnesses:

C. CLARENCE POOLE, CHARLES T. LORING.

detachably connecting the upper

